Locomotive Repower

ABSTRACT

A method for repowering a locomotive, a repower kit and a repowered locomotive is disclosed. The method may comprise replacing the 4-stroke engine with a 2-stroke, engine, and replacing the first engine controller with a second engine controller. The second engine controller may be configured to regulate operation of the second engine. The second engine controller and the second engine, in combination, may be adapted to meet at least Tier 0 emission standards for locomotives when repowered. Pre-existing traction motors may be configured to utilize power that results from operation of the second engine.

TECHNICAL FIELD

The present disclosure generally relates to method and apparatus for repowering of locomotives to meet emissions criteria by replacing the existing 4-stroke diesel engine with a two-stroke diesel engine.

BACKGROUND

Certain locomotives currently powered by a 4-stroke diesel engine, when repowered/rebuilt, do not meet current Environmental Protection Agency (EPA) emission requirements for repowered/rebuilt engines. There is no cost effective emission compliance solution available. As a result, such locomotives that have an engine failure must be retired to storage until they can be dismantled and sold for parts or otherwise disposed of.

U.S. Pat. No. 8,820,247 issued on Sep. 2, 2014 (the '247 patent) discloses a method of enabling the rebuilding of a locomotive by replacing the existing 2-stroke diesel engine with a 4-stroke diesel engine, while retaining the generator. The disclosure addresses the physical connection of the new 2-stroke engine to the existing generator. A different solution is required for repowering of other types of locomotives than that disclosed in the '247 patent.

SUMMARY OF THE DISCLOSURE

In accordance with one aspect of the disclosure, a method for repowering a locomotive is disclosed. The locomotive, prior to being repowered, may include a first traction motor, a 4-stroke engine, and a first engine controller configured to regulate operation of the 4-stroke engine. The method may comprise replacing the 4-stroke engine with a second engine installed in the locomotive, the second engine a 2-stroke engine, and replacing the first engine controller with a second engine controller. The second engine controller may be configured to regulate operation of the second engine. The second engine controller and the second engine, in combination, may be adapted to meet at least Tier 0 emission standards for the locomotive when repowered. The first traction motor may be configured to utilize power that results from operation of the second engine.

In accordance with another aspect of the disclosure, a repower kit for a locomotive is disclosed. The locomotive may include a first traction motor, a 4-stroke engine, a first engine controller, a first generator compatible with the 4-stroke engine, and a first locomotive controller configured to generate and transmit engine control signals to the first engine controller. The first engine controller may be configured to regulate operation of the 4-stroke engine based on the engine control signals received from the first locomotive controller. The repower kit may comprise a second engine not compatible with the first generator, the second engine a 2-stroke engine replacement for the 4-stroke engine, and a second engine controller configured to regulate operation of the second engine, the second engine controller and the second engine, in combination, adapted to meet at least Tier 0 emission standards for the locomotive when repowered. The second engine controller is a replacement for the first engine controller.

In accordance with a further aspect of the disclosure, a repowered locomotive is disclosed. The locomotive, prior to repowering may include a first traction motor, a 4-stroke engine, a first engine controller, a first generator compatible with the 4-stroke engine, and a first locomotive controller. The first locomotive controller is configured to generate and transmit engine control signals to the first engine controller. The first engine controller is configured to regulate operation of the 4-stroke engine. The repowered locomotive may comprise a second engine installed in the locomotive instead of the 4-stroke engine, and a second engine controller installed in the locomotive instead of the first engine controller. The second engine may be a 2-stroke engine. The second engine controller may be configured to regulate operation of the second engine. The second engine controller and the second engine, in combination, may be adapted to meet at least Tier 0, Tier 1 or Tier 2 emission standards for the locomotive when repowered.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a schematic illustrating an exemplary embodiment of a repowered locomotive constructed in accordance with the teachings of this disclosure;

FIG. 2 is a schematic illustrating an alternative exemplary embodiment of a repowered locomotive;

FIG. 3 is schematic illustrating an exemplary locomotive prior to repowering;

FIG. 4 is flowchart illustrating blocks of an exemplary method for repowering a locomotive, in accordance with the teachings of this disclosure; and

FIG. 5 is flowchart illustrating blocks of an exemplary method for repowering a locomotive, in accordance with the teachings of this disclosure.

DETAILED DESCRIPTION

This disclosure related to methods and repower kits that enable cost effective repowering of a locomotive 100. FIGS. 1-2 are schematic illustrations of exemplary repowered locomotives 100 a, 100 b.

FIG. 3 illustrates, an exemplary schematic of the locomotive 100 prior to being repowered according to the methods disclosed herein. The locomotive 100 may include a car body portion 102 and a cab portion 104 disposed on a base 106. The cab portion 104 may be suitable to accommodate an operator. The car body portion 102 includes a first cooling hood 108 and engine exhaust outlet 110 (for emissions).

Prior to repowering, the locomotive 100 may include a throttle 112 and a first locomotive controller 134. The throttle 112 and the first locomotive controller 134 may be disposed inside the cab portion 104. Such locomotive 100 may further include a 4-stroke engine 116, a first engine controller 118, a first generator 120 and an first accessory rack 122. In addition, such locomotive 100 also includes a plurality of first traction motors 124 and a plurality of wheels 130, each mounted on an axle 132. The 4-stroke engine 116 in the locomotive 100, prior to repowering, may be a 12-cylinder or a 16-cylinder 4-stroke diesel engine. Some of these engines may have a power output range of up to about 3200-4400 horsepower.

The first engine controller 118 utilized in the locomotive 100 (prior to repowering) is in operative communication with both the 4-stroke engine 116 and the first locomotive controller 134. The first engine controller 118 is configured to regulate the operation of the 4-stroke engine 116 based on engine control signals generated by and received from the first locomotive controller 134. The engine control signals are generated by the first locomotive controller 134 based on throttle input. In some embodiments, the throttle input may be received by the first locomotive controller 134 from the throttle 112. Alternatively, the throttle input may be received by the first engine controller 118 and then transmitted (by the first engine controller 118) to the first locomotive controller 134. The locomotive 100 may also include the first accessory rack 122 configured to position and support oil cooling equipment and various filter housings.

Referring now to the drawings, and with specific reference to FIG. 1, there is shown one embodiment of a repowered locomotive 100 a in accordance with the present disclosure and generally referred to by reference numeral 100 a. In the embodiment illustrated in FIG. 1, the repowered locomotive 100 a may comprise the throttle 112, the first locomotive controller 134, an interface 136, a second engine controller 138, a second engine 140, an adapter 142, the first generator 120, and one or more first traction motors 124. The repowered locomotive 100 a may further comprise the first accessory rack 122 and the first cooling hood 108. In this embodiment, the newly installed elements are the interface 136, the second engine controller 138 (as a replacement for the first engine controller 118), the second engine 140 (as a replacement for the 4-stroke engine 116) and the adapter 142. The repowered locomotive 100 a retains the preexisting elements of the first locomotive controller 134, the first generator 120 and the first traction motors 124. The repowered locomotive 100 a may retain the pre-existing throttle 112, or may include a like throttle 112 with the same throttle-setting scheme as used in the locomotive 100 prior to repowering. The repower kit 146 a for this embodiment may include the second engine controller 138, the second engine 140, the interface 136 and the adapter 142.

The throttle 112 is a user input device having a finite number of power settings, typically referred to as “notches.” In one embodiment, the throttle 112 may have eight (8) forward throttle-settings, in addition to idle and reverse settings. Each of the forward throttle-settings has an associated range of available horsepower that may be provided at that respective throttle-setting by the first generator 120 to the first traction motors 124. Movement of the throttle 112 from one notch to another will change the (second) engine speed (for example, revolutions per minute (RPM)), thereby allowing the first generator 120 to produce the desired range of horsepower (indicated by the notch) to be delivered to the first traction motors 124.

In one embodiment of the repowered locomotive 100 a, the throttle 112 may be in operative communication with the first locomotive controller 134. The throttle 112 may transmit to the first locomotive controller 134 the throttle input associated with the selected throttle-setting (notch). In some embodiments, the throttle 112 may be in operative communication with the second engine controller 138. In such an embodiment, the throttle 112 may transmit to the first locomotive controller 134 the throttle input via the second engine controller 138.

The second engine 140 replaces the 4-stroke engine 116 installed in the locomotive 100 prior to repowering. When installed, the second engine 140 is in operative communication with the second engine controller 138, and is operatively connected to the first generator 120 via the adapter 142. In an embodiment, the second engine 140 is a 2-stroke diesel engine that has pistons (not shown) that operate on a diesel cycle. The second engine 140 is configured to combust a gaseous fuel and to generate a mechanical output, for example the rotation of a crank shaft 148. The rotation of the crank shaft 148 (of the second engine 140) drives the first generator 120 to produce electric power. As is known in the art, the fuel/air mixture in the second engine 140 may be adjusted by the second engine controller 138 to control the rotational speed (revolutions per minute (RPM)) of the second engine 140 and the combustion temperature and injection timing may be adjusted to control the emissions. The second engine 140 may operate under the control of the second engine controller 138 as commanded by the first locomotive controller 134.

The first locomotive controller 134 may be in operable communication with the interface 136, the second engine controller 138 (via the interface 136), the first generator 120 and the first traction motors 124. The first locomotive controller 134 may also be in operable communication with the throttle 112 or the adapter 142 or various sensors (not shown). The first locomotive controller 134 may include a processor 150 and a memory component 152. The processor 150 may be a microprocessor or other processor as known in the art. The processor 150 may execute instructions and generate control signals for processing a signal(s) or data indicative of throttle input, engine RPM, engine temperature, injection timing, generator operation, first traction motor 124 operation, the electricity supplied to or consumed by the first traction motors 124, torque output of the first traction motors 124, or the like. Such instructions that are capable of being executed by a computer may be read into or embodied on a computer readable medium, such as the memory component 152 or provided external to the processor 150. In alternative embodiments, hard wired circuitry may be used in place of, or in combination with, software instructions to implement a control method. The first locomotive controller 134 is not limited to one processor 150 and memory component 152. The first locomotive controller 134 may be several processors 150 and memory components 152. The first locomotive controller 134 may retrieve from the memory component 152 the data required for processing operations or calculations.

The first locomotive controller 134 may be configured to generate engine control signals based on the throttle input associated with the selected throttle-setting. The first locomotive controller 134 may be further configured to transmit the engine control signals (via the interface 136) to the second engine controller 138 to operate/regulate the second engine 140. For example, such engine control signals may regulate the fuel/air mixture in the second engine 140 (as is known, the fuel/air mixture may be adjusted to control the RPM of the second engine 140), the combustion temperature, the injection timing, or the like. More specifically, the first locomotive controller 134 may transmit the engine control signals to the interface 136 for conversion into a compatible format for the second engine controller 138. The interface 136 may then pass the engine control signals, so converted/formatted, to the second engine controller 138. In addition, the first locomotive controller 134 may generate and transmit generator control signals to the first generator 120 that, when implemented by the first generator 120 in conjunction with the RPM of the second engine 140, will provide the desired horsepower to the first traction motors 124.

The interface 136 is in operative communication with the first locomotive controller 134 and the second engine controller 138. In some embodiments, the interface 136 may also be in operative communication with one or more second engine sensors (not shown). Because the second engine controller 138 is not compatible with the first locomotive controller 134, the interface 136 is configured to format signals and/or data exchanged between the two (the second engine controller 138 and the first locomotive controller 134) so that the receiving element can read/understand the transmitted signal/data/instructions. For example, the interface 136 is configured to enable the second engine controller 138 to regulate the operation of the second engine 140 based on the engine control signals generated by the first locomotive controller 134. This includes, but is not limited to, formatting/processing of the engine control signals received from and generated by the first locomotive controller 134, transmitting those engine control signals (as formatted or otherwise processed by the interface 136) to the second engine controller 138, as well as receiving signals or data from the second engine controller 138 (or in some scenarios, second engine sensors), formatting/processing such signals/data so that the first locomotive controller 134 can read such signals/data and transmitting such signals/data (as formatted/processed by the interface 136) to the first locomotive controller 134. In one embodiment, data received by the first locomotive controller 134 (via the interface 136) from the second engine controller 138 (or in some scenarios, second engine sensors) may be indicative of whether the second engine 140 is producing the engine speed, or the like commanded by the first locomotive controller 134 via the engine control signals. Some data received by the first locomotive controller 134 (via the interface 136) from the second engine controller 138 (or in some scenarios, second engine sensors) may be indicative of the combustion temperature and injection timing for the second engine 140.

The second engine controller 138 is in communication with the second engine 140 and with the first locomotive controller 134 via the interface 136. In some embodiments, the second engine controller 138 may be in communication with the throttle 112 and may receive throttle input (associated with the selected throttle-setting (notch)) from the such throttle 112; the second engine controller 138 may transmit such throttle input to the first locomotive controller 134 via the interface 136.

The second engine controller 138 may include a processor 154 and a memory component 156. The processor 154 may be a microprocessor or other processor as known in the art. The processor 154 may execute instructions and generate control signals for processing a signal(s) indicative of regulating or controlling the fuel/air mixture in the second engine 140, the speed of the second engine 140, the combustion temperature, the injection timing for the second engine 140, or the like. Such instructions that are capable of being executed by a computer may be read into or embodied on a computer readable medium, such as the memory component 156 or provided external to the processor 154. In alternative embodiments, hard wired circuitry may be used in place of, or in combination with, software instructions to implement a control method. The second engine controller 138 is not limited to one processor 154 and memory component 156. The second engine controller 138 may be several processors 154 and memory components 156.

The second engine controller 138 is configured to regulate operation of the second engine 140 based on engine control signals received from the first locomotive controller 134.

The EPA defines exhaust emission standards. Table 1 below defines the EPA exhaust emission standards applicable to locomotives that are propelled by engines with total rated horsepower (hp) of 750 kilowatts (kW) (1006 hp) or more.

TABLE 1 (portion of) EPA Locomotive Exhaust Emissions Standards Duty cycle Tier Year NO_(x) (g/bhp-hr) ^(d) PM (g/bhp-hr) ^(e) Line-haul 0 1973-1992 ^(a) 8.0 0.22 Line-haul 1 1993-2004 ^(a,b) 7.4 0.22 Line-haul 2 2005-2011 ^(a) 5.5 0.10 Switch 0 1973-2001 11.8 0.26 Switch 1 2002-2004 ^(c) 11.0 0.26 Switch 2 2005-2010 ^(c) 8.1 0.13 ^(a) Line-haul locomotives subject to the Tier 0 through Tier 2 emission standards must also meet switch standards of the same tier. ^(b) Tier 0 standards apply for 1993-2001 locomotives not originally manufactured with a separate loop intake air cooling system. ^(c) Tier 1 and Tier 2 switch locomotives must also meet line-haul standards of the same tier. ^(d) nitrogen oxides (NOx) in grams per brakehorsepower-hour (g/bhp-hr). ^(e) particulate matter (PM) in in grams per brakehorsepower-hour (g/bhp-hr).

Tier 0 emission standards apply to locomotives 100 manufactured between 1973-1992 when they are repowered or rebuilt. Tier 1 emission standards apply to locomotives 100 manufactured between 1993-2004 when they are repowered or rebuilt. In some embodiments, locomotives 100 may be repowered to meet Tier 2 emission standards. Line-haul locomotives are those powered by an engine with a maximum rated power (or a combination of engines having a total rated power) greater than 2300 hp. Switch locomotives are those powered by an engine with a maximum rated power (or a combination of engines having a total rated power) of 2300 hp or less. Line-haul locomotives subject to the Tier 0 through Tier 2 emission standards must also meet switch standards of the same tier, per the above EPA emission standards of Table 1. In addition, Tier 1 and Tier 2 switch locomotives must also meet line-haul standards of the same tier.

The second engine controller 138 and the second engine 140, in combination, may be adapted to generate Tier 0 level or less for NOx emissions and Tier 0 level or less for PM emissions. In some embodiments, the second engine controller 138 and the second engine 140, in combination, may be adapted to generate Tier 1 level or less for NOx emissions and Tier 1 level or less for PM emissions. In other embodiments, the second engine controller 138 and the second engine 140, in combination, may be adapted to generate Tier 2 level or less for NOx emissions and Tier 2 level or less for PM emissions. As illustrated in Table 1 above, the applicable exhaust emissions standard depends on the tier for which the repowered locomotive 100 a/100 b qualifies.

TABLE 2 Emission reduction benefits from repowering of locomotives 100 to repowered locomotives 100a/100b. NOx PM EPA Switcher duty cycle % reduction: Unregulated to Tier 0+  9% 19% % reduction: Unregulated to Tier 2+ 38% 59% EPA Line Haul Duty Cycle % reduction: Unregulated to Tier 0+ 54% 50% % reduction: Unregulated to Tier 2+ 68% 77%

Table 2 illustrates emission reduction benefits from operation of locomotives 100 prior to repowering to operation of the repowered locomotives 100 a/100 b.

In the embodiment of FIG. 1, the second engine controller 138 may include an engine management module 158. The throttle 112 and the first locomotive controller 134 may be configured to accommodate a different throttle-setting scheme for horsepower than the desired throttle-setting scheme for the second engine controller 138 and second engine 140 when (the second engine 140) used in conjunction with the first generator 120. To adjust for this mismatch, the engine management module 158 may be configured to selectively adjust a first value of an engine control signal (more specifically, data contained in the engine control signal) for requested engine speed (the first value based on a first throttle-setting scheme compatible with the throttle 112 and the first locomotive controller 134) to a second value for requested engine speed, the second value part of a desired second throttle-setting scheme which the second engine controller 138 and the second engine 140 are desired to support when used to drive the first generator 120. To obtain the second value, the engine management module 158 may map the first value to the second value using, for example, a look-up table, algorithm, or the like. Control of the second engine 140 is based on the second value.

The first generator 120 is compatible with the preexisting 4-stroke engine 116 but is not compatible with the 2-stroke engine that replaces the 4-stroke engine 116 in the repowered locomotive 100 a. Hence, the first generator 120 is operatively connected to the second engine 140 via the adapter 142. The adapter 142 is configured to operatively couple the second engine 140 to the first generator 120 to enable the second engine 140 to drive the first generator 120. For example, in one embodiment, the adapter 142 may couple the crank shaft 148 of the second engine 140 to a drive shaft 160 of the first generator 120.

The first generator 120 may be an induction generator, a permanent magnet generator, a synchronous generator, a switched reluctance generator, or any other appropriate generator for a locomotive application. The first generator 120 is operatively connected to one or more first tractions motors 124 and is configured to produce electrical power and to deliver at least a portion of the electrical power produced to the one or more first traction motors 124.

Each first traction motor 124 is coupled to an axle 132. A plurality of wheels 130 are mounted to the axle 132. The first traction motor 124 is configured to receive electrical horsepower from the first generator 120 (power that results from the operation of the second engine 140) and to use that electrical horsepower to drive the axle 132 and to provide propelling force to the locomotive 100 a, 100 b. The first traction motor 124 may also be used to provide dynamic braking to the locomotive 100 a, 100 b.

FIG. 2 illustrates an alternative embodiment of a repowered locomotive 100 b. In this embodiment, the repowered locomotive 100 b may comprise the throttle 112, a second locomotive controller 166, a second engine controller 138, a second engine 140, a second generator 168, and one or more (pre-existing) first traction motors 124. The repowered locomotive 100 b may further comprise an second accessory rack 162 and a second cooling hood 164. In this embodiment, the newly installed elements are the second locomotive controller 166 (as a replacement for the first locomotive controller 134), the second engine controller 138 (as a replacement for the first engine controller 118), the second engine 140 (as a replacement for the 4-stroke engine 116) and the second generator 168 (as a replacement for the first generator 120). The repowered locomotive 100 b retains the preexisting first traction motors 124. The repowered locomotive 100 b may also retain the pre-existing throttle 112, or may include a like throttle 112 with the same throttle-setting scheme as used in the locomotive 100 prior to repowering. The repower kit 146 b for this embodiment may include the second locomotive controller 166, the second engine controller 138, the second engine 140 and the second generator 168. In the repower kit 146 b for this embodiment, the repower kit 146 b may include the second accessory rack 162 and the second cooling hood 164.

The throttle 112, in this embodiment, is the same as in the embodiment of FIG. 1, except that movement of the throttle 112 from one notch to another will change the engine speed (for example, (RPM)) of the second engine 140, thereby allowing the second generator 168 to produce the desired range of horsepower (indicated by the notch) to be delivered to the first traction motors 124. Similar to the embodiment of FIG. 1, the throttle 112 may be in operative communication with the second locomotive controller 166 (the replacement for the first locomotive controller 134) and may transmit to the second locomotive controller 166 the throttle input associated with the selected throttle-setting (notch). In some embodiments, the throttle 112 may be in operative communication with the second engine controller 138. In such an embodiment, the throttle 112 may transmit to the second locomotive controller 166 the throttle input via the second engine controller 138.

The second engine 140 of the embodiment of FIG. 2 is the same as that of FIG. 1, except that, when installed, the second engine 140 is operatively connected to the second generator 168 instead of the first generator 120. Thus, the rotation of the crank shaft 148 (of the second engine 140) drives the second generator 168 to produce electric power. The second engine 140 may operate under the control of the second engine controller 138 as commanded by the second locomotive controller 166 (the replacement for the first locomotive controller 134).

The second locomotive controller 166 may be in operable communication with the second engine controller 138, the second generator 168 and the first traction motors 124. The second locomotive controller 166 may also be in operable communication with the throttle 112 or various sensors (not shown). The second locomotive controller 166 may include a processor 170 and a memory component 172. The processor 170 may be a microprocessor or other processor as known in the art. The processor 170 may execute instructions and generate control signals for processing a signal(s) or data indicative of throttle input, engine RPM, engine temperature, injection timing, second generator 168 operation, first traction motor 124 operation, the electricity supplied to or consumed by the first traction motors 124, torque output of the first traction motors 124, or the like. Such instructions that are capable of being executed by a computer may be read into or embodied on a computer readable medium, such as the memory component 172 or provided external to the processor 170. In alternative embodiments, hard wired circuitry may be used in place of, or in combination with, software instructions to implement a control method. The second locomotive controller 166 is not limited to one processor 170 and memory component 172. The second locomotive controller 166 may be several processors 170 and memory components 172. The second locomotive controller 166 may retrieve from the memory component 172 the data required for processing operations or calculations.

The second locomotive controller 166 may be configured to generate engine control signals based on the throttle input associated with the selected throttle-setting. The second locomotive controller 166 may be further configured to transmit the engine control signals to the second engine controller 138 to operate/regulate the second engine 140. For example, such engine control signals may regulate the fuel/air mixture and speed (RPM) in the second engine 140, the combustion temperature, the injection timing, or the like. The second locomotive controller 166 may include a motor management module 174 configured to enable the second locomotive controller 166 to control the second generator 168 to provide power compatible with the electrical characteristics of the first traction motors 124. For example the motor management module 174 may be configured to control electrical loading in the first traction motors 124 related to optimization of tractive effort and control of heat generation. In addition, the second locomotive controller 166 may generate and transmit generator control signals to the second generator 168 that, when implemented by the second generator 168 in conjunction with the RPM of the second engine 140, will provide the desired horsepower to the first traction motors 124.

The second locomotive controller 166 may receive data from the second engine controller 138 (or in some scenarios, second engine sensors) that is indicative of whether the second engine 140 is producing the engine speed, or the like as commanded via the engine control signals. Some data received from the second engine controller 138 (or in some scenarios, second engine sensors) may be indicative of the combustion temperature and injection timing for the second engine 140.

In some embodiments, the second engine controller 138 may be in communication with the throttle 112 and may receive throttle input (associated with the selected throttle-setting (notch)) from the such throttle 112; the second engine controller 138 may transmit such throttle input to the second locomotive controller 166.

The second engine controller 138 may include a processor 154 and a memory component 156. The processor 154 may be a microprocessor or other processor as known in the art. The processor 154 may execute instructions and generate control signals for processing a signal(s) indicative of regulating or controlling the fuel/air mixture in the second engine 140, the speed of the second engine 140, the combustion temperature, the injection timing for the second engine 140, or the like. Such instructions that are capable of being executed by a computer may be read into or embodied on a computer readable medium, such as the memory component 156 or provided external to the processor 154. In alternative embodiments, hard wired circuitry may be used in place of, or in combination with, software instructions to implement a control method. The second engine controller 138 is not limited to one processor 154 and memory component 156. The second engine controller 138 may be several processors 154 and memory components 156.

The term “computer readable medium” as used herein in this disclosure refers to any non-transitory medium or combination of media that participates in providing instructions to the processor(s) 150, 154, 170 for execution. Such a medium may comprise all computer readable media except for a transitory, propagating signal. Common forms of computer-readable media include, for example, a flexible disk, hard disk, magnetic tape, or any other magnetic medium, a CD-ROM, any other optical medium, or any other medium from which a computer processor 150, 154, 170 can read.

The second engine controller 138 is configured to regulate operation of the second engine 140 based on engine control signals received from the second locomotive controller 166. The second engine controller 138 and the second engine 140, in combination, may be adapted to generate Tier 0 level (of the emission standards) or less for NOx emissions and Tier 0 level (of the emission standards) or less for PM emissions. In some embodiments, the second engine controller 138 and the second engine 140, in combination, may be adapted to generate Tier 1 level (of the emission standards) or less for NOx emissions and Tier 1 level (of the emission standards) or less for PM emissions. In other embodiments, the second engine controller 138 and the second engine 140, in combination, may be adapted to generate Tier 2 level (of the emission standards) or less for NOx emissions and Tier 2 level (of the emission standards) or less for PM emissions. As illustrated in Table 1, the applicable exhaust emissions standard depends on the tier for which the repowered locomotive 100 a/100 b qualifies. In some embodiments, the repowering of the locomotive 100 may be done so as to meet a higher tier emission standard (lower emissions) than otherwise required. For instance, a repowered locomotive 100 subject to a Tier 0 standard may be repowered to meet a Tier 2 standard.

The second generator 168 may be an induction generator, a permanent magnet generator, a synchronous generator, a switched reluctance generator, or any other appropriate generator for a locomotive application. The second generator 168 is operatively connected to one or more first tractions motors 124 and is configured to produce electrical power and to deliver at least a portion of the electrical power produced to the one or more first traction motors 124.

The first traction motors 124 of FIG. 2 are the same as those of FIG. 1 except that the first traction motors 124 are configured to receive electrical horsepower from the second generator 168.

The second accessory rack 162 is different than the first accessory rack 122 and is configured to position and support on the base 106 an oil cooler 176, oil filter housing 178 for the second engine 140 and a field filter housing 180.

The second cooling hood 164 has a larger dimensioned air intake 182 area than the first cooling hood 108. In some embodiments, the second cooling hood 164 may be configured to accommodate a larger radiator 184 that that used before repowering. The larger air intake area is configured to provide a less restrictive airflow to the radiator(s) 184.

INDUSTRIAL APPLICABILITY

Referring now to FIG. 4, an exemplary flowchart is illustrated showing sample blocks which may be followed in a first method 400 of repowering the locomotive 100. The method 400 may be practiced with more or less than the number of blocks shown and is not limited to the order shown.

In block 410, the method 400 includes replacing the 4-stroke engine 116 with a second engine 140 installed in the locomotive 100 a. As discussed earlier herein, the second engine 140 is a 2-stroke engine.

In block 420, the method 400 includes replacing the first engine controller 118 with the second engine controller 138. The second engine controller 138 is configured to regulate the operation of the second engine 140 when powering the locomotive 100 a.

In block 430, the method 400 further includes installing an adapter 142 between the second engine 140 and the first generator 120, the adapter 142 configured to operatively couple the second engine 140 to the first generator 120 to enable the second engine 140 to drive the first generator 120. The first generator 120 is not compatible with the second engine 140

In block 440, the method 400 further includes installing an interface 136 between the second engine controller 138 and the first locomotive controller 134. The interface 136 is configured to enable the second engine controller 138 to regulate the operation of the second engine 140 based on engine control signals generated by the first locomotive controller 134, the second engine controller 138 not otherwise compatible with the first locomotive controller 134.

In operation of the first embodiment of the repowered locomotive 100 a, the throttle 112 receives the throttle input associated with the selected throttle-setting. In one embodiment, the throttle input may be transmitted to the first locomotive controller 134 for processing. The first locomotive controller 134 may generate the engine control signal based on the received throttle input. The first locomotive controller 134 may transmit via the interface 136 the engine control signal to the second engine controller 138. The second engine controller 138 may, in some embodiments, process the engine control signal (data contained in the engine control signal) by mapping (or the like) of a first (data) value to a second (data) value, and then operate/regulate the second engine 140 based on the engine control signal. In embodiments, this may be the second value of the engine control signal (the mapped, or the like, value). Such operation/regulation may include, but is not limited to, controlling the engine speed, the fuel/air mixture, combustion temperature and injection timing. The first locomotive controller 134 may also transmit generator control signals to the first generator 120 to control operation of the first generator 120. When implemented, the engine control signal results in the second engine 140 driving the first generator 120. The second engine 140 is operatively connected to the first generator 120 by an adapter 142 that allows the second engine 140 to drive the first generator 120 at a speed that provides the desired horsepower to the first traction motors 124.

Referring now to FIG. 5, an exemplary flowchart is illustrated showing sample blocks which may be followed in a second method 500 of repowering the locomotive 100. The method 500 may be practiced with more or less than the number of blocks shown and is not limited to the order shown.

In block 510, the method 500 includes replacing the 4-stroke engine 116 with a second engine 140 installed in the locomotive 100 b. As discussed earlier herein, the second engine 140 is a 2-stroke engine.

In block 520, the method 500 includes replacing the first engine controller 118 with the second engine controller 138. The second engine controller 138 configured to operate/regulate the operation of the second engine 140 when powering the locomotive 100 b.

In block 530, the method 500 further includes replacing the first generator 120 with a second generator 168 in the locomotive 100 b.

In block 540, the method 500 further includes replacing the first locomotive controller 134 with a second locomotive controller 166. The second locomotive controller 166 may include a motor management module 174 configured to enable the second locomotive controller 166 to control the second generator 168 to provide electric power compatible with the electrical characteristics of the (pre-existing) first traction motor(s) 124. The second locomotive controller 166 is configured to generate and transmit engine control signals to the second engine controller 138 to operate the 2-stroke engine.

In block 550, the method 500 further includes replacing the first accessory rack 122 with a second accessory rack 162.

In block 560, the method 500 further includes replacing the first cooling hood 108 with a second cooling hood 164.

During operation of the second embodiment of the repowered locomotive 100 b, the throttle 112 receives the throttle input associated with the selected throttle-setting. In an embodiment, the throttle input may be transmitted to the second locomotive controller 166 for processing. The second locomotive controller 166 may generate the engine control signal based on the received throttle input. The second locomotive controller 166 may transmit the engine control signal to the second engine controller 138. The second engine controller 138 may then operate/regulate the second engine 140 based on the engine control signal. Such operation/regulation may include, but is not limited to, controlling the engine speed, the fuel/air mixture, combustion temperature and injection timing. The first locomotive controller 134 may also transmit generator control signals to the second generator 168 to control operation of the second generator 168. When implemented, the engine control signal results in the second engine 140 driving the second generator 168 at a speed that provides the desired horsepower to the first traction motor(s) 124. The second cooling hood 164 is utilized to provide less restrictive airflow to the radiators 184 for the second engine 140.

The features disclosed herein may be particularly beneficial for use with repowering of the locomotive 100. The ability to provide a cost effective solution to repower the locomotive 100 allows these locomotives to continue to be utilized while meeting current required EPA emissions levels. 

What is claimed is:
 1. A method for repowering a locomotive, the locomotive, prior to being repowered, including a first traction motor, a 4-stroke engine, and a first engine controller configured to regulate operation of the 4-stroke engine, the method comprising: replacing the 4-stroke engine with a second engine installed in the locomotive, the second engine a 2-stroke engine; replacing the first engine controller with a second engine controller, the second engine controller configured to regulate operation of the second engine, the second engine controller and the second engine, in combination, adapted to meet at least Tier 0 emission standards for the locomotive when repowered, wherein the first traction motor is configured to utilize power that results from operation of the second engine.
 2. The method of claim 1, wherein the 4-stroke engine is either a twelve cylinder or a sixteen cylinder engine.
 3. The method of claim 2, wherein the second engine controller and the second engine, in combination, are further adapted to meet at least Tier 1 emission standards for the locomotive when repowered.
 4. The method of claim 1, wherein the locomotive, prior to being repowered, further includes a first generator and a first locomotive controller, the first generator compatible with the 4-stroke engine and configured to produce electric power when driven by the 4-stroke engine and to supply at least a portion of the electric power to the first traction motor, the first locomotive controller configured to generate and to transmit engine control signals to the first engine controller, the method further comprising: installing an adapter between the second engine and the first generator, the adapter configured to operatively couple the second engine to the first generator to enable the second engine to drive the first generator, the first generator not compatible with the second engine; and installing an interface between the second engine controller and the first locomotive controller, the interface configured to enable the second engine controller to regulate the operation of the second engine based on engine control signals generated by the first locomotive controller, the second engine controller not compatible with the first locomotive controller.
 5. The method of claim 4, wherein the engine control signals are generated in response to a throttle input received by the first locomotive controller, the throttle input associated with a horsepower to be supplied by the first generator.
 6. The method of claim 4, wherein the locomotive is either a line-haul locomotive or a switch locomotive.
 7. The method of claim 1, wherein the locomotive, prior to being repowered, further includes a first generator and a first locomotive controller, the first generator compatible with the 4-stroke engine and configured to produce electric power when driven by the 4-stroke engine and to supply at least a portion of the electric power to the first traction motor, the first locomotive controller configured to generate and to transmit engine control signals to the first engine controller, the method further comprising: replacing the first generator with a second generator in the locomotive; and replacing the first locomotive controller with a second locomotive controller, the second locomotive controller including a motor management module configured to enable the second locomotive controller to control the second generator to provide electric power compatible with the electrical characteristics of the first traction motor, the second locomotive controller configured to generate and transmit engine control signals to the second engine controller to operate the second engine.
 8. The method of claim 7 further comprising replacing a first accessory rack with a second accessory rack, wherein the locomotive, prior to being repowered, further includes the first accessory rack.
 9. A repower kit for a locomotive that includes a first traction motor, a 4-stroke engine, a first engine controller, a first generator compatible with the 4-stroke engine, and a first locomotive controller configured to generate and transmit engine control signals to the first engine controller, the first engine controller configured to regulate operation of the 4-stroke engine based on the engine control signals received from the first locomotive controller, the repower kit comprising: a second engine not compatible with the first generator, the second engine a 2-stroke engine replacement for the 4-stroke engine; and a second engine controller configured to regulate operation of the second engine, the second engine controller and the second engine, in combination, adapted to meet at least Tier 0 emission standards for the locomotive when repowered, the second engine controller a replacement for the first engine controller.
 10. The repower kit of claim 9, wherein the 4-stroke engine is either a twelve cylinder or a sixteen cylinder engine.
 11. The repower kit of claim 9, wherein the second engine controller and the second engine, in combination, are further adapted to meet at least Tier 1 or Tier 2 emission standards for the locomotive when repowered.
 12. The repower kit of claim 9, further including: an adapter configured to operatively couple the second engine to the first generator to enable the second engine to drive the first generator; and an interface configured to enable the second engine controller to regulate the operation of the second engine based on the engine control signals generated by the first locomotive controller.
 13. The repower kit of claim 12, wherein locomotive is either a line-haul locomotive or a switch locomotive.
 14. The repower kit of claim 9, further including: a second generator different than the first generator; and a second locomotive controller including a motor management module configured to enable the second locomotive controller to control the second generator to provide power compatible with the electrical characteristics of the first traction motor, the second locomotive controller configured to generate and transmit engine control signals to the second engine controller to operate the 2-stroke engine.
 15. The repower kit of claim 14, further including a second accessory rack as a replacement for a first accessory rack, wherein the locomotive, prior to being repowered, further includes the first accessory rack.
 16. The repower kit of claim 14, further including a second cooling hood as a replacement for a first cooling hood, wherein the locomotive, prior to being repowered, further includes the first cooling hood.
 17. A repowered locomotive, which prior to repowering included a first traction motor, a 4-stroke engine, a first engine controller, a first generator compatible with the 4-stroke engine, and a first locomotive controller configured to generate and transmit engine control signals to the first engine controller, the first engine controller configured to regulate operation of the 4-stroke engine, the repowered locomotive comprising: a second engine installed in the locomotive instead of the 4-stroke engine, the second engine a 2-stroke engine; and a second engine controller installed in the locomotive instead of the first engine controller, the second engine controller configured to regulate operation of the second engine, the second engine controller and the second engine, in combination, adapted to meet at least Tier 0, Tier 1 or Tier 2 emission standards for the locomotive when repowered.
 18. The repowered locomotive of claim 17 further including: an adapter between the second engine and the first generator, the adapter configured to operatively couple the second engine to the first generator to enable the second engine to drive the first generator; and an interface between the second engine controller and the first locomotive controller, the interface configured to enable the second engine controller to regulate the operation of the second engine based on the engine control signals generated by the first locomotive controller, the second engine controller not compatible with the first locomotive controller.
 19. The repowered locomotive of claim 17 further comprising: a second generator different than the first generator; and a second locomotive controller configured to generate and transmit engine control signals to a second engine controller to operate the 2-stroke engine, the second locomotive controller including a motor management module, the motor management module configured to enable the second locomotive controller to control the second generator to provide power compatible with the electrical characteristics of the first traction motor.
 20. The repowered locomotive of claim 19, further including a second accessory rack as a replacement for a first accessory rack, wherein the locomotive, prior to being repowered, further included the first accessory rack. 